TECHNICAL SEMINAR ON

“HYDROGEN FUEL USED IN IC ENGINES”

Submitted in partial fulfilment of the requirement for the award of

BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINEERING

BY

SUNEEL P SHIRAGAR
(1SI21ME447)

Under the guidance of

Dr. Jatadhar G. S
Assistant Professor

DEPARTMENT OF MECHANICAL ENGINEERING

SIDDAGANGA INSTITUTE OF TECHNOLOGY, TUMAKURU
(An Autonomous Institute Affiliated to visvesvarya Technological University,Belgaum)
Recognized by AICTE and Accredited by NBA, New Delhi
2023-24
 SIDDAGANGA INSTITUTE OF TECHNOLOGY
(An Autonomous Institution Affiliated to Visvesvaraya Technological University-Belagavi, Approved by AICTE, Program
Accredited by NBA, New Delhi& ISO 9001:2015 Certified)
Tumakuru-572103, Karnataka India

Department of Mechanical Engineering

CERTIFICATE
This is to certify that the Technical Seminar entitled “Hydrogen fuel used in IC engine ” is
carried out by Suneel P Shiragar (1SI21ME447) bonafide students of Siddaganga Institute of
Technology, Tumakuru. Have submitted in partial fulfillment of the requirement for the award of
Bachelor of Engineering in Mechanical Engineering of Visvesvaraya Technological University,
Belagavi during the year 2023-24. It is certified that all corrections/suggestions indicated for
Internal Assessment have been incorporated in the report and same is deposited in the
departmental library. The Technical Seminar report has been approved as it satisfies the academic
requirements in respect of Technical seminar prescribed for the said degree.

Shri. Jatadhar G. S
Assistant Professor Dr. U S Mallikarjun
Guide HOD

Examiners:

1. .........
2. .........
 ACKNOWLEDGEMENT

First and foremost, I would like to extend my sincere gratitude to our holiness Dr. Sree
Sree Shivakumara Swamigalu and Sree Siddalinga Swamigalu who are the fore
runner of the Siddaganga Society. Everything would have been impossible without his
omnipresent blessings bestowed on us.

I also thank our beloved Director Dr. [Link], CEO Dr.

Shivakumaraiah and the Principle Dr.S.V Dinesh who are the founding stones in every
endeavor of ours. They are our constant benefactors who stood by us at all obstacles we
faced.

This project would not have been realized without the consistent encouragement of
Dr.U S Mallikarjun, Head of Department of Mechanical Engineering. He was always
a pillar of support who was never exhausted to assist us at any time.

I take this opportunity to thank our guide Dr Jatadhar G. S, who constantly

encouraged me not to give up on my ideas and helped us to improvise through her
commendable experience and was also a pillar of support at every stage of the
presentation.

Regards
Suneel P Shiragar ( 1SI21ME447)
CONTENTS

Chapter Title Page no

1 Introduction 1-7
2 Literature review 8
3 Methodology 9-11
4 Result and Discussion 12-15

5 Conclusion 16
6 Reference 17
 Abstract

Hydrogen as a fuel in Internal Combustion engines is a solution for the near future to realize zero
CO2 emissions for traffic applications. The hydrogen fuelled IC engine is ready for that. The
storage and production of hydrogen, and to build the necessary infrastructure, are the real
shortcomings in the general use of hydrogen in IC engines. This overview indicates the evolution
in the development of hydrogen fuelled engines (different generation of engines). This evolution
is also made at Ghent University. Ghent University has been working for nearly 15 years on the
development and optimization of hydrogen engines. Several test rigs are in function (all with
electronic control management systems and sequential multi-point injection).
Keywords - IC engines; hydrogen; emissions; backfire
CHAPTER 1

INTRODUCTION

Hydrocarbon fuels have been taking the world by storm in power and propulsion generation for
over a century. An increase in the number of rules and regulations imposed onto exhaust emissions,
alongside with the possibility of the depletion of non-renewable fuels have been a driving force
that propels research in looking for alternative sources of fuels
[1]. Thus, a wide list of fuels which are known to leave a less impactful carbon footprint on the
environment have been suggested as a substitute for hydrocarbon fuels
[2]. Among these suggested fuels, hydrogen was found to be renewable and less polluting to the
environment, combined with its clean burning effect which emits no carbon dioxide into the
atmosphere upon combustion, hydrogen fuels have been a topic of interest since it also delivers
great performance
[3]. There are several crucial properties of hydrogen that immensely impact the technological
development of an internal combustion engine.

Great range of flammability

When contrasted against other fuels, hydrogen evidently displays a wide range of flammability
which ranges from 4 – 75% volume in air. Such a drastic range of flammability is a major concern
when handling hydrogen. However, this also implies that it is possible to obtain a lean fuel-air
mix which means that the mix consists of an amount of fuel that is less than the chemically ideal
amount. An engine that functions on a lean air-fuel mix makes it possible to achieve a greater fuel
economy because the fuel undergoes complete combustion. Besides that, the combustion
temperature of the fuel is reduced, causing a decrease in the emissions of pollutants [4].

Minor quenching distance

Hydrogen is known to have a minute quenching distance of just 0.6mm. This quenching distance is
the actual distance originating from the internal cylinder wall in which the flame of combustion is
extinguished. This proves that it would be more of a hassle to extinguish a hydrogen flame as the
chances of backfiring are higher considering that the flame readily passes through an almost closed
intake valve . Hydrogen also ignites with a great flame speed. Thus, such a feat makes it possible
for hydrogen engines to function close to a thermodynamically ideal engine cycle during the
scenario in which a chemically ideal fuel mix is utilised. Flame speeds however, slow down
drastically when a lean fuel mix is used . Adiabatic flame temperature and flame velocity are 1
two important factors for engine control and operation, in certain thermal efficiency, emissions
and combustion stability.

Minimal Ignition Source Energy

Minimal ignition source energy refers to the minimum amount of energy needed to ignite an air-
fuel mixture using an ignition source. A hydrogen- air mixture requires only 0.02 mJ to ignite
compared to a petrol-air mix which requires 0.24 mJ. However, such a low ignition energy would
mean that premature ignition and flashback could occur, resulting from hot gases and spots on the
cylinder that serve as a source of ignition. Such a low ignition energy of the hydrogen-air mixture
would just require a simple resistance hot wire or glow plug to promptly set the mixture on fire.

Great Diffusivity
Hydrogen is found to have a very high level of diffusivity which is greater than gasoline. Thus,
this proves to be an advantage for two reasons. The first being that it encourages the formation of
an air-fuel mixture that is uniform. Besides that, when a hydrogen leak occurs, the hydrogen
disperses quickly. Therefore, risky conditions can be reduced .

Low Density
The most crucial effect of having a low density is that hydrogen requires a certain amount of
compression or conversion to liquid, if not, a very great volume will be required to store enough
hydrogen to power a vehicle. This low density of hydrogen also implies that the air-fuel mix has
low density of energy. Thus, a larger amount of hydrogen is needed to produce the same amount
of energy needed to run a vehicle when compared to other fuels .

Great Auto-Ignition Temperature

Auto-ignition temperature is defined as the minimum temperature needed to start a self-sustained
combustion within a combustible mixture when an external source of ignition is not present. As
the auto ignition C, it is difficult to get the fuel mixture to undergo
a self-sustained combustion without the aid of an external ignition source. Table 1 shows various
fuels alongside their auto ignition temperatures. The incentives for a hydrogen economy are the
emissions, the potentially CO2 -free use, the sustainability and the energy security. In this paper
the focus is on the use of hydrogen in internal combustion engines (ICE), or more precisely,
hydrogen fuelled spark ignition (SI) engines.
When talking about hydrogen as a fuel for traffic applications, most people make the link to fuel
cells. Why? Why not a more realistic link to internal combustion engines? At the moment the
estimation of the number of motor vehicles is about 800 million. To replace them in a relatively
short time by fuel cells is impossible. There are several reasons for converting the gasoline, diesel
or natural gas engines to hydrogen fuelled internal combustion engines. ICEs are proven 2
technology, are simple and well-known and the adaptations can be made with a low cost. During
the transition period bi-fuel solutions are possible (to run the engine either on gasoline or pure
hydrogen). For larger engines (buses, trucks) mixtures of natural gas with hydrogen (about 20%)
are easy to exploit. During this transition period, experience can be gained with the production,
storage and infrastructure of hydrogen.
Currently the hydrogen production is the cheapestthrough the steam reforming of
methane, but CO2 emissions cannot be avoided. Renewable energy, e.g. solar power,hydroelectric,
l c., c v “CO2 - ” l c c l c l z w .T w
these electricity costs are mostly expensive.
Interesting is also the application of peak shaving of wind turbine power. Other
possibilities are solar thermal, biomass, bacterial etc. Several solutions are possible for the
hydrogen storage. Liquid storage gives a high mass density but asks a high energy demand. Mostly
used is the compressed storage, vessels with a compression pressure of 350 bar are homologated
and up to 700 bar are demonstrated

Table no 1.1 Data of hydrogen and other fuel

Fuel Auto Ignition Temp. (°C)

Methane 540-630

Propane 450

Octane 415

Methanol 460

Hydrogen 585

Gasoline 260 - 460

Diesel 180 - 320

3
HYDROGEN AS A FUTURE FUEL
Hydrogen is recognized for its special characteristics, making it one of the most resourceful
alternatives to fossil fuel in this current era. Hydrogen is easily sourced as it is one of the most
abundant elements present in the environment . This element is also used in several applications
in the industry, being a source of fuel to generate power for machines. Hydrogen has been
recommended to be a future fuel due to its many advantages, one of it being that it is a form of
renewable energy that can be quickly replenished and is also non-polluting to the environment

Production of Hydrogen
In order to obtain hydrogen, it must first be separated from other elements which are present
together with it in a mixture. Hydrogen can be obtained from various sources such as
hydrocarbons, natural gas, biomass and water. Below are the various ways to obtain hydrogen.

Steam Methane Reforming

This process is the cheapest method currently known to obtain hydrogen. This method is definitely
a go-to method when producing hydrogen commercially. Steam Methane Reforming requires a
methane source such as natural gas to be exposed to high-temperature steam within the ranges of
700 C to 1000 C under 3 to 25 bar pressure with a catalyst present. This method of acquiring
hydrogen is endothermic, meaning that heat has to be constantly supplied in order for the reaction
to continue . A water-gas shift reaction is sometimes used to generate even more hydrogen out of
the products of the steam methane reformation process which are mostly carbon monoxide. The
carbon monoxide is reacted with steam and a catalyst to produce carbon dioxide and also
hydrogen. In a final process known as pressure swing absorption, all other impurities are removed
from the gas stream, leaving behind pure hydrogen. The methane needed for this process can be
swapped out for other sources of fuels such as propane, gasoline and ethanol.
Steam Methane Reforming equation of reaction:
4 + 2 (+ℎ )→ +3 2

Gas-Water Shift equation of reaction:

+ → + (+ ℎ )

For a scenario in which oxygen is too little to completely oxidise the methane, the reaction is
said to be partially oxidised. Thus, this process gives off heat seeing that it is exothermic. This
partial oxidation reaction is also much quicker than standard steam reforming processes and

needs a much smaller vessel for reaction, however it produces less hydrogen for the same amount
of fuel used when compared to the standard steam methane reformation process.
Partial oxidation of methane equation of reaction:
1
4 + ⁄2 2 → + 2 2 (+ℎ ) 4
Electrolysis
This is a process of utilising electricity to divide water molecules into hydrogen and oxygen.
Such a reaction is done in an electrolyser that can come in various sizes depending on the
amount of hydrogen that needs to be produced. An electrolyser consists of a cathode and an
anode that is separated through the means of an electrolyte. Below are a few commonly used
electrolytes along with their electrolysers.
Polymer Electrolyte Membrane Electrolysers
The electrolyte of such an electrolyser is a solid type of plastic material. The anode of the
electrolyser reacts with water to generate hydrogen ions which are positively charged. At the
cathode, the hydrogen ions receive electrons to create hydrogen gas.
+ −
4 +4 →2 2

Alkaline Electrolysers
These electrolysers function through the transportation of hydroxide ions across the electrolyte.
Alkaline electrolysers usually consist of electrolytes that contain either potassium hydroxide or
sodium.
Solid Oxide Electrolysers
These electrolysers use an electrolyte that is made from ceramic material in solid form. This
makes it possible for the electrolyte to selectively conduct oxygen ions that have been negatively
charged at high temperatures. Solid oxide electrolysers produce hydrogen differently from
conventional electrolysers because water reacts at the cathode and combines with electrons to
generate hydrogen gases, alongside oxygen ions that are negatively charged. The negatively
charged oxygen then goes through the electrolyte, causing a reaction at the anode to create oxygen
gas and electrons.

Coal Gasification
Coal is a highly adaptable substance that has many uses. Coal gasification is a means to
producing liquid fuels, hydrogen, chemicals and power. When coal is exposed to oxygen and
steam at high pressures and temperatures, synthesis gas is produced. This mixture is mainly
composed of hydrogen and carbon monoxide.
Unbalanced equation of reaction for coal gasification:
0.8 + 2 + 2 → + 2 + 2 + ℎ

Impurities present in the gas are removed and carbon monoxide mixture is exposed to more steam
to initiate a water-gas shift process that produces even more hydrogen and carbon dioxide.
Hydrogen is then removed from the mixture through a separation system. 5
Biomass Gasification
This is a process in which organic carbon-based materials are converted at high temperatures of
above 700 C under controlled conditions into hydrogen, carbon dioxide and carbon monoxide .
Carbon monoxide is once again able to react with water through the water-gas shift process to
form more hydrogen.

Example of a reaction (simplified):

6 12 6 + 2 + 2 → + 2 + 2 + ℎ

Since biomass does not turn to gas easily when compared to coal and it produces a mixture of
other compounds, an extra process must be introduced to the mixture. This process yields a
mixture of carbon monoxide, carbon dioxide and hydrogen in the presence of a catalyst. Then just
like the gasification process in the coal gasification reaction, carbon monoxide is introduced to
steam, and hydrogen is separated from the mixture and later purified.

Biomass-Derived Liquid Reforming

Biomass sources can be transformed into liquid biofuels. A portion of such liquids can be
transferred for a low price to a certain point of interest and also be changed into hydrogen. This
process is quite similar to the reformation of natural gas. Firstly, the liquid is introduced to steam
at critical temperatures while having a catalyst present in the process. This produces a reformate
gas then undergoes the water-gas shift process to generate even more hydrogen. Lastly, the
hydrogen is separated from the mixture and purified .

RESEARCH AT THE LABORATORY OF TRANSPORT TECHNOLOGY

Fig 3.1 Test rig CFR engine with EGR

6
Attention was given to a qualitative control of the load (variation of the richness of the hydrogen-
air mixture), beneficial for the engine efficiency compared to a quantitative control using a throttle
valve. Also injection duration and ignition maps were optimized, crankcase ventilation and
supercharging were applied – Sierens (1999), Sierens and Verhelst (2000).

A single cylinder CFR engine (fixed speed of 600 rpm, variable compression ratio) has been
initially equipped with a gas carburetor (first generation), then with a sequential injector (second
generation) and is now working with a sequential injector (and MoTeC control unit), exhaust gas
recirculation (EGR) and three way catalyst (third generation). Detailed studies are carried out:

•P c b c b c l (λ-value), compression
ratio, ignition timing etc.

• Influence of the position of the injector and start of injection on the power output and efficiency.

• NOx reduction strategies

Exhaust gas recirculation (EGR) is an effective means for NOx reduction and an especially
interesting option at stoichiometric operation as the high NOx reduction efficiency of a standard
three-way catalyst (TWC) can then be exploited. Furthermore, one could vary the engine power
output by changing the amount of recycled exhaust gas, instead of throttling, thus avoiding engine
efficiency penalties.
Two more engines are now fully operated. A one- cylinder research engine from the, at
that time, Audi-NSU, and further referred to as Audi engine (engine speed 1000 – 4500 rpm).The
schematic arrangement of the engine test bench is seen in fig.
The engine is equipped with a high pressure transducer and two injectors (for one
cylinder). The ignition- and injection timing are controlled by a MoTeC M4 Pro control unit.
Initial results are given by Verstraeten et al. (2004). The same measurements and studies as for
the CFR engine will be carried out: pressure measurements, backfire studies, exhaust gas
recirculation, catalyst studies, supercharging.
The latest engine is a Volvo V40 engine, adapted for bi-fuel operation: gasoline or
hydrogen (ignition- and injection timing also controlled by a MoTeC control unit.

7
CHAPTER 2

LITRETURE REVIEW

Dr. R. HARI PRAKASH.[1] has indicated the advantages of hydrogen as a fuel for spark
ignited internal combustion engines and has shown that the hydrogen engine is growing up. An
overview is given of the development by car manufacturers and also of the research at the
laboratory of Transport Technology, Ghent University. Finally an extended overview is given of
the design features in which a dedicated hydrogen engine differs from traditionally
fuelled engines.

M. Faizal [2] The sources of energy to be used in the future will have to be cleaner and more
efficient than current sources. Hydrogen fuel accomplishes these criteria with relative ease. Many
challenges need to be solved before wide- spread hydrogen use can be feasible, these include
restrictions with size, cost, reliability and safety. Among other alternative fuels, hydrogen proffers
the best solution to reduction or complete elimination of hazardous vehicle emissions and their
environmental [Link] of efficient production, storage and distribution of hydrogen is
currently underway. This shows that there is a great prospect for hydrogen fuel in automobile.

Balu jinendor Shinde[3] The existing port and direct injection hydrogen engines are offering
good brake thermal efficiency in comparison with gasoline engines. The hydrogen properties are
more suitable for gasoline application, but it requires certain changes to make full utilisation of
hydrogen potential. For DI operation further research should continue to use late injection strategy
to perform near to ideal combustion. The efficiency losses such as compression work, improper
combustion and heat transfer to the

8
CHAPTER 4
METHODOLOGY

Hydrogen Fuel Induction Techniques

Fuel Carburetion Method (CMI)

Known to be one of the simplest and oldest technique, carburetion through a gas carburettor has its
advantages for a hydrogen engine. In this system, the hydrogen supply pressure does not need to be
as high as other methods during central injection. Additionally, the hydrogen fuel carburetion
method can be easily implemented to convert a standard gasoline engine to a hydrogen engine due
to the common usage of carburettors in gasoline engines as well. However, central injection in an
internal combustion engine using hydrogen fuel results in a power output loss of 15%. Therefore,
the carburetion method is not suitable for hydrogen engines as it causes uncontrolled combustions
at unscheduled points in the engine cycle. To further elaborate, the effects of pre-ignition is
elevated as the amount of hydrogen/air mixture within the intake manifold increases.
Consequently, as pre-ignition occurs when the inlet valve is opened in a premixed engine, the
flame would propagate past the valve which results in the backfire of the fuel-air mixture in the
inlet manifold. Hence, extreme precaution should be taken in a carburetted hydrogen engine as its
inlet manifold consists of a combustible fuel-air mixture which has a risk of igniting [50]. For
further illustration, a schematic diagram depicting the operation of fuel carburetion method is
shown

Fig 3.2 Fuel Carburetion Method

9
Inlet Manifold and Inlet Port Injection Method

Contrary to the fuel carburetion method, the inlet port injection method delivers the
hydrogen fuel directly to the intake manifold directly through mechanically or
electronically operated injectors, rather than drawing it in from the carburettor. At
the beginning of each intake stroke, hydrogen fuel is injected into the manifold with
the utilization of electronic injectors; which have quick responses under high speed
conditions to accurately control the injection timing and duration. Additionally, the
air is also injected separately during the beginning of the intake stroke to dilute the
hot residual gases which in turn lowers the temperature in the combustion chamber .
Throughout the engine cycles, less air-fuel mixture is held in the inlet manifold as
compared to the fuel carburettor engine; hence, the occurrence of pre-ignition has a

lower damaging impact. Among the three fuel induction methods, the inlet supply

pressure for port injections is higher than fuel carburettor engines but lower than
direct injection systems . On the other hand, lean operations can be achieved through
the port injection method by keeping the volume of inducted air constant in every
cycle, whereas the power output is controlled through the amount of fuel injected into
the chamber. This can be done by regulating the injection pressure of hydrogen or
manipulating the duration of injection through the injector signal pulse . For further
illustration, a schematic diagram depicting the operation of the port injection method
is shown in Figure.

Fig 3.3 Inlet Port Injection Method

10
Direct Injection Systems
Instead of using carburettors or port injectors, direct injection systems inject
hydrogen directly into the combustion chamber using high pressure at the end of
every compression stroke. The hydrogen is then forced to diffuse quickly and mix
with the air inside almost instantaneously, which will be ignited using a spark plug.
In this case, the main concern of having a drop in the power output can be eliminated
through in-cylinder ignition. Therefore, the direct hydrogen injection system is the
most efficient fuel induction technique among the other methods involving hydrogen

fuel. It has a power output of 20% more than a gasoline engine and 42% more than
hydrogen engines with a carburettor. Compared to a hydrogen engine which operates
in a pre-mixed state, injecting hydrogen fuel directly into the combustion chamber of
a compression ignition engine would result in twice the power output .Additionally,

compared to a traditionally fuelled engine, a typical hydrogen engine using direct

injection system would have a higher power output as the stoichiometric heat of
combustion per kilogram of air is higher for hydrogen (gasoline produces about 2.83
MJ of heat energy only while hydrogen produces 3.37 MJ of energy). Ultimately,
this mode of fuel induction resolves the issue regarding pre-ignition in the intake
manifold as fuel is injected directly into the combustion chamber. However, the
combustion chamber is still susceptible to pre-ignition and the reduced mixing time
of air and fuel might result in a non-homogenous air-fuel mixture .. For further
illustration, a schematic diagram depicting the operation of the port injection method
is shown

Fig 3.4 Direct Injection Method

11
CHAPTER 5

RESULT AND DISCUSSION

The laboratory of Transport Technology at Ghent University is working nearly 15 years on the
development and optimization of hydrogen engines. Results of the experimentally work are
extensively published.
The very first work done was basically a proof of concept. Simply put, a direct injection diesel
engine was taken (Valmet inline four, 4.4 liter), the diesel fuel injectors were replaced by spark
plugs, the compression ratio was lowered (from 16:1 to 8.7:1) by installing different pistons and
a gas carburetor was mounted – Sierens (1992). The influence of engine parameters on the
combustion of hydrogen was studied using heat release analysis of cylinder pressure
measurements – Sierens and Rosseel (1996). The study of the cylinder pressure prior and during
the occurrence of backfire showed a runaway pre-ignition to lead to backfire - Sierens and
Rosseel (1998). The pre-ignition was mostly accompanied by engine knock and a knock
detection algorithm based on cylinder pressure data was proposed to avoid knock and backfire –
Rosseel and Sierens (1997). The gas carburetor was eventually replaced by a sequential injection
system, involving the testing of gas injectors for hydrogen (at the time not commercially
available and unreliable) – Sierens and Rosseel (1995).

Fig 5.1 Power output of the Valmet engine fuelled with natural gas or hydrogen
12
It is clear that the Valmet engine with the gas carburetor is of the first generation. These tests have
proved that it is not difficult to run an engine on hydrogen (under lean conditions). But it has
shown at the same time that special attention is necessary for the power output, the NOx emissions
and the backfire problem. The original Valmet diesel engine has a power output of 64 kW, which
can be reached also with natural gas (CH ) but not at all with hydrogen conditions to avoid
backfire), see Fig. – Sierens (1992, 1993). Figure 3 shows the NOx emissions again for natural gas
and hydrogen – Sierens (1992, 1993). At a certain air-fuel ratio the NOx emissions for hydrogen
are higher than for natural gas ( l ). O l v l x (λ ≥ 2), l v l
becomes acceptably low.

Fig 5.2 NOx emissions of the Valmet engine

The backfire phenomenon is shown in Fig. – Sierens and Rosseel (1998). Successive pressure
cycles are shown, indicating the runaway pre-ignition till finally the pre- ignition occurs before the
inlet valve closure (IVC) (cycle 32) resulting in the explosion of the mixture in the inlet manifold

Fig 5.3 Individual pressure curves of the runaway pre-ignition

This (extended) proof of concept on the Valmet engine has indicated the focus of all further
research on hydrogen fuelled internal combustion engines: 13
 What are the challenges hydrogen fuel used in IC engines
Hydrogen storage and transportation: One challenge is the safe and efficient storage and
transportation of hydrogen, as it requires high-pressure tanks or cryogenic storage, which can be
costly and impractical.
Infrastructure development: Another challenge is the need for a widespread hydrogen refueling
infrastructure, which is currently limited and expensive to establish.
Combustion characteristics: Hydrogen has a high ignition energy and a wide flammability range,
making it challenging to control combustion in internal combustion engines.

APPLICATION

 Petroleum refining
 Glass purification
 Semiconductor manufacturing
 Aerospace applications
 Fertilizer production
 Welding, annealing and heat-treating metals
 Pharmaceuticals
 As a coolant in power plant generators
 For hydrogenation of unsaturated fatty acids in vegetable oil.

14
ADVANTAGE

 It is a clean fuel.
 It is convenient for heavy transport and trains
 It is environmental friendly
 The combustion hydrogen does not produce of CO, CO2, oxides of nitrogen.
 Better alternative of fossil fuels
 Better emission control and less green house gas emission

DISADVANTAGE

 It cannot be easily transported from place to another place

 It can be generated by the hydrolysis of water but it is a very expensive process.
 It is a gas that is difficult to handle.

15
 CONCLUSION
This work has indicated the advantages of hydrogen as a fuel for spark ignited internal
combustion engines and has shown that the hydrogen engine is growing up. An overview is
given of the development by car manufacturers and also of the research at the laboratory of
Transport Technology, Ghent University. Finally an extended overview is given of the design
features in which a dedicated hydrogen engine differs from traditionally fuelled engine.

The sources of energy to be used in the future will have to be cleaner and more efficient than
current sources. Hydrogen fuel accomplishes these criteria with relative ease. Many challenges
need to be solved before wide- spread hydrogen use can be feasible, these include restrictions with
size, cost, reliability and safety. Among other alternative fuels, hydrogen proffers the best
solution to reduction or complete elimination of hazardous vehicle emissions and their
environmental effects. Efforts of efficient production, storage and distribution of hydrogen is
currently underway. This shows that there is a great prospect for hydrogen fuel in automobiles.

16
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